Car construction.



H.,Ml PFLAGER.

CAR coNsTRucn'oN. l APPLICIATION FILED IAN. l2. ISIB.v RENEWED SEPT.26. |918. Patented Nov; 5, 1918.

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Inventar M Fflgajei H. M. PFLAGER.

. CAR CONSTRUCTION APPLICATION HLEDJAN. 12 |918. RENEWED SVEPLZG l9l8.

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Patented Nov. 5,1918.

#ff @i H. M. PFLAGER.

CAR CONSTRUCNON.

v APPLlCATlON FILED IAN. l2. l9l8.RENEWED SEPT-26. 1918. 1,283,553.

Patented Nov. 5; 1918.

7 SHEETS-SHEET 3.

H. M. PFLAGER'.'

v CAR CONSTRUCTION.

APPucAmm man 1AN.|2,19|3. RENEwEDsEPT.2.19ls. 1,283,553.

4.. aT. 70H .-H VA. O TS um .ww e t a D1 l H. M. PFLAGER.

CAR CONSTRUCTION.

APPLICATION FILED ,IAN.12'I9I8. RENEWED SEPLZQ. I9I8. 1,283,553.

Patented Nov. 5,1918.

7 SHEETS-SHEET 5.

.Zzfzr H. M. PFLAGER.

CAR CONSTRUCTION.

APPLICATION FILED 1A.12.19|a. RENEwED sEFLzs, Isla.

1,283,553. Patented Nov. 5,1918.

7 SHEETS-SHELB- lll H. M. PFLAGER.

CAR CONS'I'RUCTION.l APPucMloN msn JAN. 12. 191s. RENEwED senza. 191s.

1,283,553'. Patented 110111918.

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GAR CONSTRUTION.

Speoication of Letters atent.

resented Nov. 5, raie.

v.Application led January 12, 1918, Serial No. 211,691. Renewed September 26, 1918. Serial No. 255,857.

To all lwhom t may concern:

Be it known thatl, HARRY M. PFLAGER, a citizen ofthe United States, residing at the city of St. Louis, State of Missouri, have invented a certain new and useful Improvement in Car Construction, of which the .following is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, forming part of this specification, in which- Figure l is a conventional illustration in side elevation showing my improvedcar construction.

Fig. 2 is a top plan view of the same.

Fig. 3 is a top plan view partly in horizontal section of a truck side frame.

Fig. 4 is a side elevational view partly in vertical section-of said truck sideframe.

Fig. 5 is a horizontal sectional view on line 5-5 of Fig. 4.

Fig. 6 is a vertical sectional view on line 6-6 of Fig.l4.

Fig. 7 is a side elevational view of a truck side frame showing a modified form of my invention.'

rFig. 8 is a partial top plan view of the structure shown in Fig. 7

Fig. 9 is 'a vertical sectional view on line y a-e of Fig. 7.

Fig. 10 is a side elevational view of another modiied form of my invention.

Fig. 11 is a partial top plan view of the side truck frame.

Fig. 12 is a vertical sectional view onA line -12--12 of Fig. 10.

Fig. 13 'is a side elevational viewl of' an other modified form -of my invention.

Fig. 14 is a partial top plan view of the side truckirame.

- Fig. 15 is a vertical sectional view on line 15-15 of Fig. is.

Fig. 16 is a side elevational view of an# other modified formv of my invention'. f

Fig. 17 is a partial top plan view of the truck side frame.

Fig. 18 is a vertical ie-is of Fig. i6.

'Fig 19 is a side elevational view of another modied form of my invention.

Fig. 20 is a partial topplan view of the truck side frame.

sectional view on line 5o 21.-/21 of Fig. 19..

springs, are under normal released of the car,

This invention relates to a new and useful improvement in car construction of the type illustrated in Reissue Letters Patent No. 14,221, dated November 28'/1916, the original of which, Patent No. 1,147 ,430, was granted July 20, 1915.

In the construction shown in said original and reissue Letters Fatent granted to me upon the dates heforementioned, the weight of the car body including the load, is supported at the f our corners of the car.

My present invention has for its object, to provide means for distributing the load of' the car on the journals when unusual track conditions exist.

y I prefer to provide this means in the form of a spring or springs, auxiliary to the main carrying springs, the auxiliaryv springs being capable of greater deiiection and greater recoil travel than the main springs, so as not to ail'ect the height of the drawbar from the track.

1n the form of my invention illustrated in the accompanying drawings, the compensating springs are weaker than the load-supporting springs, so that when the which may be designated as the jorl compression, the compensating spring or springs, lwhich may be referred to 'as the minor spring or springs, arel under compression, the spring follower of the major springs being seated home against some solid-part of the structure, home seating of said follower being maintained in normal operations. However, i the minor springs are released from compression and have a tendencyto ioat free, the minor spring will have its ener` ,'es so as to take up in part the free om of the maJor springs, and compress them to the extent that the minor spring assists in su porting the load.

the drawings, I have. heretofore reillustrating a car body in which 1 isthe body 2 the wheels, and 3 the track having a depression 3 over which the wheels at the righthand side of Fig. lare illustrated in full lines as floating over the de-4 pression, and in dotted lines as resting upon the track in the depression.

In Figg2, lleindicates the pivotal'point vof the truck sidev frames, these being the points pf reaction and showing that the car body is practically supported at its four corners.

tte'r,

In Figs. 3 to 6, I have shown my improved truck as comprising the following elements. The truck side frame 5 is preferably made in the form of a steel casting in which there are provided recesses at each end for the reception of the journal boxes 6 in which the axles 7 are mounted. The wheels 2 are arranged on these axles. A truck side frame is provided at its central portion with recesses, the central one of which is designed to receive the compensating spring, while the lateral recesses are designed to receive the guidingmembers connected to a spring follower 8, said guiding members beino slotted to accommodate limiting bolts 9 which pass through the walls of the recesses in the truck side frame. In this manner, the compensating spring 10 arranged within the central recesses can only exert its upward pressure to the extent of movement limited by the bolts 9 and this only in a vertical direction. The spring follower 8 is provided with a spherical concave bearing face on its upper surface which cooperates with convex bearing surface on a spring container 11 bearing in a. casting 12 secured between the members of the body transom 13 of the car underframe. The spring container 11 is capable of vertical movement in the casting 12 and contains the springs 14 which normally support the weight of the car, but which, when exhausted, or nearly exhausted, will enable the compensating spring 10 to come into action. rIhe spring container 11 is practically rectangular in shape, the corners of the rectangular being rounded so that said spring container,l can move vertically, but not rotate in its guiding casting 12. rllhe bearings between the lowei1 portion of the spring container 11 and the spring follower 8 permit the universal rocking movement, to a limited extent, there being a king pin connecting the parts which forms a pivotal connection enabling the truclr side frame to swing from the axis thus established. The king pin passes through the openings shown in Fig. 6 in the two bearing surfaces, but is not shown in the drawings. There is a connecting bar 16 in the side castings for purposes well known. .The truck side frames are spaced apart by the axles and are held substantially parallel when the car is roundn ing a curve by virtue of a slight lateral play of the journal boxes 6 between the pedestal jaws of the truck.

In Figs. 7 to 9, I have shown a modied form of truck in which there is a transposition of the supporting springs 14a, said springs being located, in this instance, under instead of above the bearing plate members 11a, secured to the truck underframe and spring follower 8a. The compensating springs 10a are arranged in a recess or housing in the truck side frame 5a and bear upon the underside of the spring follower 8b restmessias ing thereon which has telescopic connection with the spring follower 8a. The spring follower Sb is provided with depending lugs 8 at each side through which pass bolts 9a, the nuts in the lower ends of said bolts being located below the truck side frame so as to limit the vertical movement of the spring follower 8b.

In Figs. 10 to 12, I have shown another modified form of my invention in which there are a plurality of recesses in the side frame casting 5* to receive the compensating springs 10b. With this exception, this con struction is essentially the same as that disclosed in Figs. i' to 9 inclusive, except for the omission of the limiting bolts which are not here shown, but which of course may be used if desired.

In Figs. 13 to 15, I have shown another modification in which the tie bar 9d connects the side frames of the truck 5b which latter are provided with recesses to receive the guiding members of a bearing plate 8d which cooperates with a spring follower 10d on which are arranged the supporting springs. rlChe compensating springs are located under the bearing plate 8d and act in the manner contemplated.

In Figs. 16 to 18, I have shown another modified form of my invention in which there are three compensating springs ar ranged m recesses in the truclr side frames 59,-the rocking bearing upon plate 8 in the form of a spring follower bein guided byv a central boss 8f,and this sp1-lng follower 8e coperating with a spring follower-bearing l()e which coperates with a spring follower 11e secured to the underframe of the car.

In Figs. 19 to 21, I have shown another form of my invention in which the supporting springs are arranged under a follower 8g forming a pivotal rocking bearing in conjunction with a bearing plate 9f securedto the underframe of the car. rIhe lower spring follower 5f is normally seated upon a truck side frame and is provided with a hollow boss 5g having telescopic relation with the hollow boss extending up from the bottom of the recess in the truck side frame in which recess is arranged a compensating spring 11R In all forms of my invention, the compensating springs are held under compression and when the wheels of the truck pass over or rest in a depressed portion of the track and the supporting springs are partly, or nearly exhausted, then the compensating springs will release their stored-up energies and assist in supporting the corner of the car under which they are located.

It will be readily understood that minor changes in the size, form and construction of the various parts entering into my improved car construction may be made and substituted for those herein shown and described, without departing from the spiritv of my invention, the scope of which is set orth in the ,appended claims.

I claim: l

1. In car construction, a truck side frame pivotally arranged with relation to the 1mderframng of the car,said truck side frame` being vprovided with recesses andI compensating springs arranged in said recesses and coperating with a spring follower with which latter coperate the supporting springs for the oar body.

2. n car construction, truck side frames givotally arranged with relation to the car ody and being -provided with upwardly opening recesses, compensating springs arranged in said recesses, a spring follower with which said compensatin springs cooperate, supporting springs gearing upon said Spring follower, and a rocking joint interposed between the truck side frames and the underframing of the car.

In testimony whereof I hereunto affix my signature this 3rdV day of January, 1918.

HARRY. M. PFLAGER. 

